Side bearings for cars



Feb. 16, 1932v E. w. WEBB 1,845,899

SIDE BEARINGS FOR CARS Filed Deo. l, 1930 2 Sheets-Sheet l IWL/7 2l 20E. W. WEBB SIDE BEARINGS FOR CARS Fb.A 1s, 1932.

2 Sheets-Sheet 2 Filed DeC. l, 1950 v' *JI/fw 25 LM/ By dtwwegs CTA/A.

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Patented Feb. 16, 1932 UNITED STATI-:s

PATENT orner.

EDWIN W. WEBB, F CHICAGO, ILLINOIS, ASBIGNOB T0 STANDARD CAR TRUCK OOM-PLNY, 0F CHICAGO, ILLINOIS, A CORPORATION OF NEW JERSEY SIDE BEARINGSFOB CARB Applicativi lled )wombat 1, 1930. Serial lo. $41.

My invention relates to side bearin ior railway cars, and while it iscapable o general application to both passenger and freight cars, it isespecially well adapted for use on passenger cars having six-wheeledtrucks; and it has for its object to provide certain improvements inthis class of bearings, with a view of securing increased convenienceand elliciency.

More specifically stated, my present inventionbas for its object toprovide Certain improvements in those types of side bearings for railwaycars disclosed and claimed in. my own prior U. S. Patent 1,149,234, ofAugust 113th, 1915, and in the U. S. patent to Ie W. Barber and myself,1,763,081, of June th, 1930,both ofwhich patents were issued to theStandard .Car Truck Company ofChicago,`

Illinois, as the assignee of the above named ap icants. .y

o the ends above stated, my invention `consiste of the novel devicesandcombinations of devishereinafter described and pointed out in theclaim. The inventionis illustrated in the accompanyin drawings, whereinlike notations refer to lie parts throughout the several views?- Fig. 1is a plan view showing a part of the car body bolster or underfraxne ofthe car and-a part of the car truck, with some portions removed andothers broken away;

Fig. 2 is a view chiefly in side elevation, but partly in verticalsection of the same parts as shown in Fig. 1; a A

F'g. 3 is a view chiefly in vertical section on the line 3-3 of Fig. 2,with some parts `broken away and one of the car wheels and axles shownin elevation; y.

Fig. 4 is chiefly a vertical section on the line 4-4 of Fig. 1, withsome parts broken away;

Fig. 5 is a horizontal section on the irregular line 5-5 of Fig. 4, thusaffording practically a plan view of the supplemental housing in whichthe roller is journaled; and,

Fig. 6 is a perspective View, on a smaller scale, showing the rollercarrier, or supplemental housing detached.

The numeral 6 represents one of the axles, and 7, one of the wheels ofthe car. The numeral 8 represents the body portion, and the vided withthe usual central circular housing 8a for the lower member 10 of thecenter plates. Said truck bolster arms 9 are pro` vided, on the faces oftheir outer end portions, with tread plates 11 for the sidebearing'rollers which will presently be noted.

he numeral 12 represents the central ortion of the car body holster; thenumera 13 represents the laterally extending transoms of said bodybolster; and the numeral 14 representsone of the longitudinal archbars,or longitudinal connections which connect the pair of bolster transoms13, substantially on lines which overlie the car wheel treads when thecar is moving on a straight section of the track. The numeral 15represents one of the central lateral webs which connect said arch bars14 with the central part or body portion 12 of said car body bolster.All of `said parts 12, 13, 14 and 15 constitute an integral castingwhich affords the body bolster portion of the underframe of the carbody; and the central downwardly extended portion 12 thereof is providedwith the upper,`or male member 16 of thecenter plates which provide forthe swiveling motion of the truck relative to the body of the car.

The above described cast metal truck bolster and the above describedcast metal body bolster are now Standard equipment for passenger cars.

Directing attention now to my improvements, the arch bars 14 of the bodybolster are so constructed as to aord inverted U-shaped main housings 17which project laterali outward from the central portions of said archbars 14, measuredlengthwise of the car, the centers of the said housin s17 being located on the cross central line t rough the center plate ofthe body bolster or under frame of the car, as best shown in Figs. 1, 2and 3 of the drawings. Being formed, as just described, these mainhousings 17 are open at their outer ends, and open at their bottoms, andafford pockets adapted to receive the body portion .Ulti

of the supplemental housing or roller carrier which will neXt be noted.The numeral 18 represents the body or hub portion of this rollercarrier, or supplemental housing, and the numerals 19 represent theianges of the same. The main housings 17 formed on the body bolster areprovided with foot langes 17 a, which the flanges 19 oit the rollercarrier, or supplemental housing,.joint or abut, or might abut when theparts are in working po# sition.

The numeral 2O represents one of the side bearing rollers having anaxial bore, and the numeral 21 represents a central pin which passesthrough the axial bore of the roller 20, has its ends projecting intolaterally extended central portions of the body portion 18 of thesupplemental housing, as bearings, Vand is fixed therein by a fasteningpin 22, as best shown in Figs. 8, 5 and 6. ln other words the pin 21does not turn in its said bearings, but, on the contrary, the roller 20turns on the pin 21 as its journal. Y t

' The body portion 18 of said supplemental housing, or roller carrier isof such shape as to afford, in its bottom, a centra-l opening 28 ofsufficient length and width to permit a portion of the periphery of theroller to protrude below the bottom of said supplemental housing farenough to contact with the tread plate 11 on the truck bolster 9,without-bringing the supplemental housing or roller carrier into contactwith that tread plate. The vertical walls of said'opening 28, in thebottom of the roller carrier or supplemental housing, have rollerabutting faces of concave form approximately to the same arc as theperiphery cr" the roller, but spaced apart therefrom 'far enough topermit clearance and the escape of dust or dirt; and they extenddownward and inward below the joint llanges 19 in position to contactwith the tread plate 11 of the truck bolster, if the roller journalingpin 21 should happen to break in the service. he cross section of saidopening 23 in the bottom of the supplemental housing or roller carrier,is of less length than the diameter of the roller 20, and hence, itfollows that, if the journaling pin 21 should break, in the service, theroller 2O could not fall out from its carrier or sup'- plementalhousing, but would be retained on the concave walls of the opening 28.Freni the foregoing, of course, it further'follcws that the portion ofthe periphery ot the roller 20 which protrudes', is less than alialtcircle in arcuate length. The body portion 18 ofV said roller carrier orsupplemental housing is of such shape, and the roller 20 is journaledtherein in such a way, that the said body portion and roller can beentered endwise of the roller into the housing 17 through the `open endof the same and be detachably secured to the said housing and the carbody bolster by the nutted bolts 25, and then all the part-s will be inworking position, and the supplemental housing will not only hold theroller in proper working position but will form substantially a closureto the open end and open bottom of the said main housing 17. Instead ofthe above stated direct connection, between the supplemental and mainhousings, lprefer to apply sound deadening pads 24 between the jointanges 17a and 19 of the said housing members, as shown in Fig. 4,andthen, to fasten allot the said parts together by the nutted bolts 25,as shown in the said view. The pads 24 Vmay be composed of rubber, orother non-ferrous material adapted to cushion the .vibrations of themetallic parts and deaden the noise that would otherwise be produced.

From the foregoing, it is obvious, that, tor cars having-truck holstersequipped with the tread platesll and body holsters equipped with mainroller housing 17, all'that will need to be supplied to complete theneeded side bearings are the supplemental housings or* roller carriersabove described; and if the sound'deadening feature is desired, the pads24 may also be supplied ;VV andthe said-roller Vcarrieror supplementalhousing and pads can be applied in proper working positions, withoutrequiring anyspecial adjustment of the car body in respect to the cartruck, when the c ar is standing on a straight section of the track; andthis l.is a great convenience in the handling of cars vin the servicefor replacements and repairs; and this isa matter of large importance,especially in respect to passenger cars, because of the fact that thetread plates onthe truck bolster and the roller side bearings on thebody bolster are located so vfar inward toward the cross centers of saidbolsters and the car. This location makes the said parts diicult ofaccess and the space for vertical adjustment is very limited unless thecar body can be jacked up above the truck. The practicabilitv and util-yity oit' my improvements 4Vdisclosed and claimed have been demonstratedby the actual commercial usage thereofron cars.

rIt must be obvious that the single piece casting, made up of the parts12, 13 14, 15 and V17 constitute the underframe of the car body and thatthe partial side bearing housing 17 projecting outward from the profilefaces of the arch bars 14, directly opposite the central webs 15, aresupported on the cantilever principle from the strongest part of saidyframe. This is a structure which, so far as we'know, is new over theentire prior art and is one which has proven of great value incommercial service.

It must, of course, be understood, that more or less of the details andthe forms andproportions' of the various parts might be changed withoutdeparting from the spirit of my invention herein disclosed and claimed.

.What is claimed is:

A one-piece cast metal underframe for a car body,vwhich frame has acentral body .iii

liU

portion of the proper depth to support said :frame at the proper heightabove the truck bolster, a pair of longitudinal main webs located, oneon each of the opposite sides of the longitudinal center line of saidframe, a pair of transonis connected with the opposite ends of said mainWebs, and extending laterally outward beyond the same, a pair of archbars connecting said transolns inward of their outer ends, a pair ofcentral cross Webs extending laterally in opposite directions from saidcentral portion of the frame to said transoins, on the cross centralline of said frame, and a pair of partial housings for side bearingscast integral with and projecting laterally outward from the outerprofile faces of said arch bars, whereby said partial housings for sidebearings are supported on the cantilever principle :from the strongestpart of said frame.

In testimony whereof I aflix my si nature.

EDWIN W. BB.

